STOP.
Swung across the track.
C.T. 400
REVISIONS OF APRIL 28, 1957--
Rule 104--page 34, Rule 331--page 77, Rule 365--page 79, Rule 629--page
90, Form C--page 98, Form K--page 99 and Rule 4076-J--page 112.
REVISIONS OF OCTOBER 27, 1957--
Rule 30--page 23, Rule 400C-1--page 100, Rule 4103-B--page 113 and Rule
4165-A--page 131.
REVISIONS OF SEPTEMBER 1, 1958--
Rules G and H--page 8, Rule R, third parag.--page 10, Rule 103, portion
of last parag.--page 34, Rules 104 and 105--pages 34 and 35, Rule
502--page 80, Rule 400N-21--pages 107 and 108, Rule 4076-F--page 112, Index,
page 3, 18th line, Rule 4076-I--page 112, Rule 4154-B-- pages 115 and 116,
Rule 4165-A--page 131, Rule 283--page 56 (NOTE 2 added), Rule 400N-4 page
105 (added) and Rule 4076-J--page 112, in sequence.
REVlSIONS OF FEBRUARY 27, 1959--
Rule 26, second and third parag.--page 23; Rule 34--page 24; Rule
75--pages 25 and 26; Rule 76, second and fourth parag.--page 26; Rule
77, second parag.--page 26; Rule 99, fourth parag.--page 32; Rule
106--page 35; Rule 204, third parag.--page 37; Rule 293-A--page 68; Rule
365, second and fifth parag.--page 79; Rule 568--page 87; Rules
700-series--pages 92, 93, 94 and 95; Form K, second parag. of
instructions--page 99; Rule 4165-A--page 131.
REVISIONS OF MAY 1, 1960
Rule M--page 8; Rule 361, third parag.--page 78; Form K,
last parag.--page 99; Rule 4076-J,--page 112; Rule 4155-I,--page 122;
Rule 4155-I, first and fifth parag.--page 123; Rule 4156-G, fourth
parag.--page 126; Rule 4160-C, second aud third parag.--page 129.
REVISIONS OF OCTOBER 18, 1964--
Rule 35--page 24; Rule S-93--page 30; Rule 99-- page 32; Rule 106,
page 35; Rule 152--page 36; Rule 280--page 53; Rule 316 page 74;
Rule 317--pages 74 and 75.
(Paste on reverse side of title page--Rules for Conducting Transportation--opposite page 1.)
THE PENNSYLVANIA RAILROAD
The rules herein set forth govern the railroads operated by The Pennsylvania Railroad and must be observed by all employes whose duties are in any way affected thereby. They supersede all previous rules and instructions inconsistent therewith.
Special instructions may be issued by proper authority.
A. M. HARRIS,
General Manager Transportation
APPROVED:
D. E. SMUCKER,
Vice President--Operations
Safety is of first importance in the discharge of duty.
Obedience to the rules is essential to Safety.
To enter or remain in the service is an assurance of willingness to obey the
rules.
The welfare of the Company depends upon the confidence of its patrons in the
integrity and trustworthiness of all employes and in their
ability to properly perform their assigned tasks safely and efficiently. The
service demands the faithful, intelligent, and courteous discharge
of duty.
To obtain promotion, ability must be shown for greater responsibility.
A.
Employes whose duties are prescribed by these rules must provide themselves
with a copy.
Employes whose duties are in any way affected by the time-table must have a
copy of the current time-table with them while on duty.
In special instructions, general orders, general notices and all other
instructions for conducting transportation, references to rules by number
shall be restricted to rules contained in the Book of Rules.
B.
Employes must be conversant with and obey the rules and special
instructions. If in doubt as to their meaning they must apply to
proper authority for an explanation.
C.
Employes must pass the required examinations.
Employes whose duties require them to be familiar with the Book of Rules and
time-table, must pass a satisfactory examination within six months after
entering service. Employes must be re-examined at least once every three years
or at more frequent intervals where required by law, or by proper authority.
When reporting for examination they must present their copy of the Book of
Rules for checking.
D.
Persons employed in any service on trains are subject to the
rules and special instructions.
E.
Employes must devote themselves exclusively to the Company's
service while on duty, render every assistance in their power in
carrying out the rules and special instructions, and report to the proper
official any violation thereof.
To enter or remain in the service, employes must be of good moral character
and must conduct themselves at all times, whether on or off
Company property, in such manner as not to bring discredit upon the Company.
Gambling, making bets, or participating in any illegal or immoral activity
while on duty or while on Company property is prohibited.
Participating in any unauthorized activity while on duty or while on Company
property which may interfere with the performance of the work of any employe
is prohibited.
F.
Accidents, failure in the supply of water, fuel or electric power, defects in
track, bridges, signals, catenary and transmission lines, or any unusual
conditions which may affect the movement of trains must be reported by quickest
available means of communication to the Superintendent Transportation.
G.
The use of intoxicants or narcotics by employes available for or
while on duty is prohibited and is sufficient cause for dismissal. The
possession of intoxicants or narcotics while on duty is prohibited. (Rev.
9-1-58)
H.
The use of tobacco by employes in uniform while on duty, or by
those serving patrons in or about stations or occupied passenger cars,
is prohibited. Smoking in engines, except in operating cabs, is prohibited.
(Rev. 9-1-58)
J.
Employes on duty must wear the prescribed badge and uniform and
be neat in appearance.
K.
To avoid annoyance to the public, employes and others authorized to transact
business at stations and on or about trains must be courteous, orderly and
quiet.
L.
In case of danger of damage to, or loss of railroad property by
fire, theft, or other causes, employes must unite to protect it.
They must exercise care in the use of railroad property, and when leaving
the service, must return property entrusted to their care.
Property of the railroad, as well as freight and articles found in or on
cars, or on the right of way, must be cared for and properly reported,
and unless disposed of as provided in Rule 4154-F, must not be removed from
company premises or right-of-way, without first securing proper
authority.
M.
Employes must exercise care to avoid injury to themselves and
others.
They must provide themselves with a copy of the Safety Rules prescribed for
their department; familiarize themselves with and obey these
Safety Rules. (Rev. 5-1-60)
N.
Employes while on duty on any region are under the authority and
must conform to the orders of the officers of that region.
O.
Unauthorized persons must not be permitted upon engines and trains.
P.
Employes must not divulge to any person other than the shipper,
consignee or duly authorized public officer, any information
concerning shipments of freight, which information might be used to the
disadvantage of the patrons of the railroad.
Q.
Employes whose legal hours of service are restricted by law must take action
through the proper officer to avoid excess periods of service.
The hours of service law requires that no conductor, trainman, engineman,
fireman, or driver of track car shall be permitted to be continuously on duty
for more than 16 consecutive hours, nor permitted to be on duty more than 16
hours in the aggregate in any 24 hour period, except in case of casualty,
unavoidable accident or Act of God. After being on duty 16 consecutive hours,
such employe must not be required or permitted to again resume duty without
having been off duty 10 consecutive hours, and, after being on duty 16 hours in
the aggregate in any 24-hour period, must not be required or permitted to again
go on duty without having at least 8 consecutive hours off duty.
Any such employe who may be ordered to report for duty before his legal rest
period has expired must report the fact to the Superintendent
Transportation before going on duty.
Any such employe when he has been on duty for 12 hours, consecutively or in
the aggregate, must notify the Superintendent Transportation
as to the time when his hours on duty will amount to 14 hours.
The time of employes performing more than one period of service within a
24-hour period will be considered consecutive unless given
a complete release for a definite time of at least two consecutive hours off
duty between any two periods of service.
For the purpose of determining hours of service under the law, an employe
will be considered as being "on duty" from the time he is ordered
to report and so reports until he is completely released from duty for a
definite period of at least 2 consecutive hours.
Should such employes be on duty in excess of 16 hours in a 24-hour period,
the conductor, engineman or driver of track car must submit
a special detailed report of delays encountered, to the Superintendent
Transportation.
The hours of service law requires that no operator, train dispatcher, or
other employe who by the use of the telegraph or telephone
dispatches, reports, transmits, receives, or delivers orders pertaining to or
affecting train movements shall be required or permitted to be or
remain on duty for a longer period than 9 hours in any 24 hour period in all
towers, offices, places, and stations continuously operated night
and day, nor for a longer period than 13 hours in all towers, offices, places,
and stations operated only during the daytime, except in case of
emergency, when the employes named in this proviso may be permitted to be and
remain on duty for 4 additional hours in a 24-hour period
on not exceeding 3 days in any week.
R.
In event of injuries to persons occurring on the railroad, first
aid and medical care must be provided.
Personal injuries to employes must be reported immediately to the head of
department and, if medical service was rendered, the name of
the attending physician included.
A report of injuries to passengers, railroad employes, or other persons
employed on trains, containing such information as available must
be made immediately to Superintendent Transportation, followed promptly by a
full report on prescribed form. If medical service is rendered,
name of attending physician must be stated in first report, when practical.
(Rev. 9-1-58)
Emergency calls for medical aid will have preference over other business.
Employes injured on Company property or while on Company business will be
treated by the nearest Medical Officer or Surgeon named
on the time-table special instructions. If hospital attention is necessary,
they should be sent, if practicable, to one of the hospitals named on
the time-table special instructions. The extent of the medical and hospital
expense for which the Company will be responsible will be
determined by proper official.
Other than employes injured on Company property will receive first attention
by the Medical Officer or Company Surgeon, without cost;
at points where it is impossible to obtain their services, the Company will be
responsible for the cost of reasonable surgical attention by an
outside surgeon for the first services rendered. Subsequent attention will be
determined by direction of proper official.
S. Switch keys will be furnished only to such employes as may be
directed by the Superintendent Transportation. Employes entrusted with
switch keys must sign receipt.
Manual Block Signal System--A block signal system wherein the use of
each block is governed by block signals controlled manually or by block-limit
signals or both upon information by telephone or other means of communication.
Yard Engine--An engine assigned to yard service and working within
yard limits.
Interlocking Limits--The tracks between the extreme or outer
opposing home signals of an interlocking.
Conflicting Routes--Two or more routes, opposing, converging or
intersecting, over which movements cannot be made simultaneously without
possibility of collision.
Block Signal--A fixed signal, or hand signal in the absence of a
fixed signal, at the entrance of a block to govern trains and engines in
entering and using that block.
Block-Limit Signal--A fixed signal indicating the limit of a block
the use of which by trains is prescribed by manual block signal system
rules.
Cab Signal--A signal located in engineman's compartment or cab
indicating a condition affecting the movement of a train and used in
conjunction with interlocking signals and in conjunction with or in lieu
of block signals.
Distant Signal--A fixed signal used in connection with one or more
signals to govern the approach thereto.
Fixed Signal--A signal of fixed location indicating a condition
affecting the movement of a train or engine.
Home Signal--A fixed signal at the entrance to a route or block to
govern trains and engines in entering and using that route or block.
Indication--The information conveyed by the aspect of a signal.
Interlocking Signals--The fixed signals of an interlocking.
Reduced Speed--Prepared to stop short of train or obstruction.
Slow Speed--not exceeding 15 miles per hour.
Restricted Speed--Not exceeding 15 miles per hour prepared to stop
short of train, obstruction or switch not properly lined and to look out
for broken rail.
Block-Limit Station--A place at which a block-limit signal is
displayed.
Interlocking Station--A place from which an interlocking is
operated.
Station--A place designated on the time-table by name.
Schedule--That part of a time-table which prescribes class,
direction, number and movement of a regular train.
Secondary Track--A designated track upon which trains and engines
may be operated without time-table authority, train orders or block signals.
Running Track--A designated track upon which movements may be made
subject to prescribed signals and rules, or special instructions.
Siding--A track auxiliary to a main track or a secondary track for
meeting or passing trains.
Single Track--A main track upon which trains are operated in both
directions.
Two or More Tracks--Two or more main tracks upon any of which the
current of traffic may be in either specified direction.
Current of Traffic--The movement of trains on a main track in one
direction as specified on the time-table.
Yard--A system of tracks within defined limits provided for the
making up of trains, storing of cars and other purposes, over which movements
not authorized by time-table or by train order may be made, subject to
prescribed signals and rules, or special instructions.
Extra Train--A train not authorized by a time-table schedule. It
must be designated as:
Regular train--A train authorized by a time-table schedule.
Superior Train--A train having precedence over another train.
Train of Superior Right--A train given precedence by train order.
Train of Superior Class--A train given precedence by time-table.
Train of Superior Direction--A train given precedence in the
direction specified by time-table as between opposing trains of the same class.
Note--Rules with prefix "S" are for single track; those with prefix "D" are
for two or more tracks.
1.
United States Eastern Standard Time or United States Central
Standard Time, as specified on time-tables, is the standard and will be
transmitted daily to all designated points at 12.00 noon and 12.00 midnight
Eastern Time and at 11.00 A. M. and 11.00 P. M. Central Time,
at which time, clocks must be adjusted to show correct time.
2.
Conductors, enginemen, drivers of track cars and other
designated employes must use reliable watches.
3.
Conductors, enginemen, drivers of track cars and other
designated employes before starting on each daily run or trip, must compare
their watches with a clock designated by time-table as a standard clock and
adjust them to show correct time.
Conductors, enginemen, drivers of track cars and other designated employes
not having access to a standard clock, must compare their
watches daily with those of conductors or enginemen who have standard time or
secure correct time from operator at nearest block station
and adjust watches to show correct time.
4.
Each time-table from the moment it takes effect supersedes the
preceding time-table and its schedules take effect on any region at the
leaving time at their initial stations on such region. When a schedule of the
preceding time-table corresponds in number, class, day of leaving,
direction and initial and terminal stations with a schedule of the new
time-table, a train authorized by the preceding time-table will retain its
train orders and assume the schedule of the corresponding number of the new
time-table.
Schedules on each region date from their initial stations on such region.
Not more than one schedule of the same number and day shall be in effect on
any region.
5.
Not more than two times are given for a train at any station;
where one is given unless otherwise indicated on the time-table, it is the
leaving time; where two, they are the arriving and leaving times.
The time applies at the switch where an opposing train clears; where there
is no switch it applies at the station.
Schedule meeting or passing stations are indicated by figures in full-faced
type.
Both the arriving and leaving time of a train are in full-faced type when
both are meeting or passing times or when one or more trains are
to meet or pass it between those times.
Where there are one or more trains to meet or pass a train between two
times, or more than one train to meet a train at any station, attention
is called to it by a symbol--, , .
When trains are to be met or passed at a siding extending between two
adjoining stations, the time at each end of the siding will be shown
in full-faced type.
7. Employes whose duties may require them to give signals must
provide themselves with the proper appliances and
keep them in good order and ready for immediate use.
8. Flags of the
prescribed color must be used by day and lights
of the prescribed color by night.
9. Day signals must be displayed from sunrise to sunset but when
day signals cannot be plainly seen, night signals must be used in addition.
Night signals must be displayed from sunset to sunrise.
GENERAL NOTICE
GENERAL RULES
DEFINITIONS
Block
Block--A length of track of defined limits, the use of which by trains
is governed by block signals, block-limit signals, cab signals or cab
signals and block signals.
Block Signal Systems
Automatic Block Signal System--A block signal system wherein the use of
each block is governed by an automatic block signal, cab signal, or both.
Bridge, Movable
Movable Bridge--That section of a structure bridging a navigable
waterway so designed that it may be displaced to permit passage of traffic on
the waterway.
District
District--That portion of a railroad designated by time-table.
Engines
Engine--A unit propelled by any form of energy or combination of such
units operated from a single control, used in train or yard service.
Interlocking
Interlocking--An arrangement of signals and signal appliances so
interconnected that their movements must succeed each other in proper
sequence and for which interlocking rules are in effect. It may be
operated manually or automatically.
Pilot
Pilot--An employe assigned to a train when the engineman, conductor or
both are not fully acquainted with the physical characteristics or rules of
the railroad, or portion of the railroad, over which the train is to be
moved.
Region
Region--That portion of the railroad assigned to the supervision of the
General Superintendent.
Division
Division--That portion of the railroad assigned to the supervision of
the Superintendent.
Route
Route--The course or way which is, or is to be, traveled.
(Rev. 3-1-64)
Signals
Aspect--The appearance of a fixed signal conveying an indication as
viewed from the direction of an approaching train; the appearance of a cab
signal conveying an indication as viewed by an observer in the cab.
Speeds
Medium Speed--Not exceeding one-half the speed authorized for passenger
trains but not exceeding 30 miles per hour.
Speed Control
Speed Control--A device which will automatically control speed of train
when operating under certain signal aspects.
Stations
Block Station--A place designated by time-table at which block signals
are displayed.
Time-Table
Time-Table--The authority for the movement of regular trains subject to
the rules. It contains classified schedules with special instructions
relating to the movement of trains.
Tracks
Main Track--A designated track upon which trains are operated by
time-table, train order or both or the use of which is governed by block signals.
Track Car
Track Car--A hand car or a self-propelled car or truck which may be
manually moved to or from the track.
Trains
Train--An engine or more than one engine coupled, with or without cars,
displaying markers.
OPERATING RULES
Standard Time
Time-Tables
Signals
10.
| COLOR | INDICATION | |
|---|---|---|
| (a) | Red. | Stop. |
| (b) | Yellow. | Proceed at Reduced speed and for other uses prescribed by the rules. |
| (c) | Green. | Proceed and for other uses prescribed by the rules. |
| (d) | Green and white. | Flag stop. see Rule 28. |
| (e) | Blue. | See Rule 26. |
| (f) | Purple. | Stop. |
| (g) | White. | As prescribed by the rules. |
| (h) | Flashing yellow. | Proceed prepared to stop at next signal. |
11. A train finding a fusee burning red on or near its track must stop and extinguish the fusee and then proceed at Reduced speed.
Note--The hand or a flag moved the same as the lamp, as illustrated in the following diagrams, gives the same indication except that in the observance of Rule 12a the hand or flag movement may be above the shoulder. 12a.
STOP.
Swung across the track.
REDUCE SPEED.
Held horizontally at arm's length.
PROCEED.
Raised and lowered vertically.
BACK.
Swung vertically in a circle at half arm's
length across the track.
APPLY AIR BRAKES.
Swung horizontally above the head,
when standing.
12h. Any object waved violently by any one on or near the track is a signal to stop.
13. When a train has one engine, signals to the engineman must be given according to the way the engine is headed. When a train has more than one engine and they are headed in opposite directions, no movement will be made until the conductor has an understanding with his crew.
| SOUND | INDICATION | |
|---|---|---|
| (a) | o | Apply brakes. Stop. |
| (b) | -- -- | Release brakes. Proceed. |
| (c) | -- o o o | Flagman protect rear of train. |
| (ca) | -- o o o -- | Flagman protect adjacent track. (Repeat) |
| (d) | -- -- -- -- |
(Single or two main tracks) Flagman may return from west or south.* |
| (da) | -- -- -- -- |
(Three or more main tracks) Flagman for passenger track may return from west or south.* |
| (db) | -- -- -- -- o |
(Three or more main tracks) Flagman for freight track may return from west or south.* |
| (dc) | -- -- -- -- o o |
(Three or more main tracks) Flagman for ------ # track may return from west or south.* |
| (e) | -- -- -- -- -- |
(Single or two main tracks) Flagman may return from east or north.* |
| (ea) | -- -- -- -- -- |
(Three or more main tracks) Flagman for passenger track may return from east or north.* |
| (eb) | -- -- -- -- -- o |
(Three or more main tracks) Flagman for freight track may return from east or north.* |
| (ec) | -- -- -- -- -- o o |
(Three or more main tracks)
Flagman for -------- # track may return from east or north.* |
| (g) | o o | Answer to any signal not otherwise provided for. |
| (h) | o o o | When standing, back. Answer to 12d and 16 (c). When running, answer to 16 (d). |
| (j) | o o o o | Call for signals. As prescribed by Rule 102. |
| (l) | -- -- o -- | Approaching public crossings at grade, to be prolonged or repeated until crossing is reached, unless otherwise provided on the time-table; also when view is obscured by weather and other conditions, approaching interlockings, stations, yards or other points where men may be at work. |
| (m) | ---------- | Approaching non-stop stations where mail is caught or delivered. |
| (o) | o -- | Inspect train for train line leak, brakes sticking and for dragging equipment. |
| (p) | Succession of short sounds. | Alarm for persons or live stock on the track. |
| (q) | -- o |
When running against the current of traffic:
(1) Approaching stations, curves or other points where view may be obscured. (2) Approaching passenger or freight trains and when passing freight trains. (3) Preceding the signals prescribed by (d), (e), and (da) to (ec) inclusive, flagman for train against the current of traffic on that track may return.* |
| (r) | -- -- o |
To call attention of operator in last
block station before reaching point where stop is to be made for
such
purpose as may be provided on the time-table. |
|
* As prescribed by Rule 99. # As provided on the time-table. | ||
15.
The explosion of torpedoes is a signal to be on the alert for
flagman or obstruction.
The explosion of one torpedo will indicate the same as two, but the
use
of two is required.
Torpedoes must not be placed at stations, public crossings or where
persons are liable to be injured by them.
Note--The signals prescribed are illustrated by "o" for short sounds; "--"
for longer sounds.
Torpedoes
16.
| SOUND | INDICATION | |
|---|---|---|
| (a) | o | |
| (a) | o o | When standing--start. |
| (b) | o o | When running--stop at once. |
| (c) | o o o | When standing--back. |
| (d) | o o o | When running--stop at next passenger station. |
| (e) | o o o o | When standing--apply or release air brakes. |
| (f) | o o o o | When running--reduce speed. |
| (g) | o o o o o | When standing--recall flagman. |
| (h) | o o o o o | When running--increase speed. |
| (j) | o o o o o o | When running--increase train heat. |
| (I) | ---------- | When running--brakes sticking; look back for hand signals. |
| (m) | -- o | M.U. train -- motor wheels are spinning. |
17.
The headlight will be displayed to the front of every train by
day and by night. When a train is equipped with an oscillating white light on the
front
of a train, the oscillating white light will be turned on from sunset to
sunrise and when day signals cannot be plainly seen approaching public
crossing at grade; non-interlocked railroad crossing at grade; also
when
view is obscured approaching points where men may be at work.
18.
Yard engines will display the headlight to the front and rear
by day and by night. 19.
The following signals will be displayed, one on each side of the
rear of every train, as markers, to indicate the rear of the train:
By day, on cars not equipped with fixed electric marker lamps, marker lamps
not lighted; on engines and cars equipped with fixed electric
marker lamps, marker lamps lighted as at night.
By night, on engines and cars, marker lamps lighted showing red to the rear
except in manual block signal system territory when clear of
main track, marker lamps lighted showing yellow to the rear.
A train not equipped to display markers will display on rear of train, by
day, a red flag; by night, a red light except in manual block signal
system territory when clear of main track, a white light.
When cars are pushed by an engine (except when shifting or making up trains
in yards) a white light must be displayed on the front of the
leading car by night.
When an engine is running backward without cars or at the front of a train
pulling cars, a white light must be displayed by night on the
front of the movement if not equipped with a headlight.
25.
Each car of a passenger train, when practicable, will be
connected with the engine by a communicating signal appliance.
When emergency repair work is to be done under or about cars in a train and
a blue signal is not available, the engineman will be notified
and protection must be given those engaged in making the repairs.
When a blue signal is placed at one or both ends of an engine or cars to
which an engine is attached, the engineman must be notified; he
must also be notified when the blue signal is removed. (Rev. 2-27-59)
When emergency repair work is to be done under or about cars in a train and
a blue signal is not available, the engineman will be notified
and protection must be given those engaged in making the repairs.
When a blue signal is placed at one or both ends of an engine or cars to
which an engine is attached, the engineman must be notified; he
must also be notified when the blue signal is removed. (Rev. 2-27-59)
27.
A signal imperfectly displayed or the absence of a signal at a
place where a signal is usually shown, must be regarded as the most
restrictive indication that can be given by that signal, except that when the
day indication is plainly seen or when sufficient lights in a position
light signal are displayed to determine the indication of the signal, it will
govern.
Employes operating a switch where the switch light is imperfectly displayed
or absent must correct or replace the light if practicable.
A signal imperfectly displayed or the absence of a signal at a place where a
signal is usually shown, must be promptly reported to the
Superintendent Transportation.
Note--Reflectors illuminated by head lights may be substituted for marker
lights on block signals and for switch lights.
28.
A green and white signal will be used to stop a train only at
the flag stations indicated on its schedule.
At stations where trains are scheduled to stop on signal to receive
passengers, and flag stop signals are not in use, conductors and enginemen
of such trains must assure themselves there are no passengers to board train
before passing station.
29.
When a signal, except a fixed signal, is given to stop a train,
it must be acknowledged as prescribed by Rule 14 (g) or 14 (h) unless
otherwise provided on the time-table.
30.
The engine bell or warning signal must be sounded when an engine
is about to move, when running through tunnels, while approaching
and passing public crossings at grade and when passing a train standing on an
adjacent track. (Revised, effective 10-27-57)
32.
The unnecessary use of either the whistle or the bell is
prohibited.
33.
Watchmen stationed at public crossings at grade must use stop
signals when necessary to stop trains. They will use prescribed signals
to stop highway traffic.
34.
All members of the crew must, when practicable, as soon as the
next signal ahead affecting the movement of their train or engine
becomes visible, call the indication to each other by name, and thereafter
continue to observe the signal and call any change of indication
until it is passed. If engineman or other member of the crew falls to control
the speed of the train or engine in accordance with the signal
indication, other members of the crew will take necessary action to insure the
safety of the train. (Rev. 2-27-59)
35.
The following signals will be used by flagmen:
Day signals--A red flag, torpedoes and fusees.
Night signals--A red light, torpedoes and fusees.
The term flagman in the Book of Rules applies to any employe providing flag
protection. (Rev. 10-18-64)
37.
Switch tenders will use a yellow flag by day and a yellow light
by night to give hand signals unless otherwise specified on the time-table.
38.
A yellow Advance Speed-limit sign equipped to display a yellow
light by night, placed to the right of the track, will indicate the
approach to a portion of track on which a temporary speed restriction has been
placed by train order or general order. It will be located at
braking distance from the portion of the track upon which the speed is
restricted.
A yellow Speed-limit sign equipped to display a yellow light by night,
placed to the right of the track, will indicate the beginning of the
speed restriction.
A green Resume-speed sign equipped to display a green light by night, placed
to the right of the track, will indicate the end of the restricted
territory. Trains must not resume normal speed until rear of train has passed
the Resume-speed sign.
Advance Speed-limit, Speed-limit, and Resume-speed signs will be placed with
and against current of traffic.
When a speed restriction has been placed on a track and Advance Speed-limit,
Speed-limit, and Resume-speed signs cannot be installed
immediately, the train order making the speed restriction effective must so
state, and trains will approach the portion of the track upon which
the speed restriction applies at the specified speed, and must not resume normal
speed until rear of train has passed the restricted
area.
S-71. A train is superior to another train by right, class
or direction. Right is conferred by train order; class and direction by time-table.
Right is superior to class or direction. Direction is superior as between trains of the
same class.
D-71. A train is superior to another train by right or class.
Right is conferred by train order; class by timetable.
Right is superior to class.
S-72. Trains in the direction specified by the time-table are
superior to trains of the same class in the opposite direction.
73. Extra trains are inferior to regular trains.
75.
General orders will be issued by authority and over the
signature of the Superintendent Transportation. General orders must be
numbered consecutively, the number being prefixed by the number of the
time-table. Each general order will contain a sub-heading indicating
in what general order zone or zones the order applies.
New rules, annulments and changes in rules approved for System practice,
will be made effective by general orders on sticker coupons
which the employes must paste in their copy of the Book of Rules.
Member of crew, when reporting for duty, must examine the bulletin boards to
see that they are familiar with all general orders pertaining
to any portion of the general order zones on which they are qualified. They
must insert a sticker copy of all general orders in their time-tables,
after which they must sign the employes' register in the presence of a
designated employe who must personally witness the signature of each
employe. After having been off duty one hour or more, they must reregister.
Conductors and enginemen reporting for duty at a place where there is no
designated employe on duty, or where no general orders are
posted, or where the general orders posted do not cover the territory over which
they are assigned to run, must report to the operator and
receive instructions by train order covering the general orders not in their
possession, but which are effective in that territory.
Before starting on a trip or tour of duty, the conductor and engineman must
know that the other is qualified and that he has pasted in his
time-table all general orders; also they must know that other members of crew
under their jurisdiction have read and understand such general
orders.
Conductors and enginemen ordered to run over any portion of a region or
foreign railroad over which they are not qualified must so inform
the Superintendent Transportation issuing such orders.
The general order zones on which conductors and enginemen are qualified must
be shown in the space provided in their time-tables.
Each qualified conductor and engineman, whether or not serving in that
capacity, must have with him while on duty the time-tables of the
regions, showing the general order zones in which he is qualified.
At points where there is no designated employe on duty to witness
signatures, conductor or engineman must witness the signatures of all
members of crew. (Rev. 2-27-59)
76.
Conductors and enginemen must know that cars and engines are in
safe condition for movement over routes prescribed for their train.
Members of crew, as frequently as opportunity permits, must observe
engines and cars in their train, moving and standing, to detect any
conditions that might interfere with the safe movement of trains.
(Rev. 2-27-59)
When a car or engine is found to be in a condition that might interfere
with the safe movement of trains, the conductor or engineman must report the
condition at once to the Superintendent Transportation for instructions.
When members of crew rerail cars or engines they must inspect them for
bent axles and other defects and in addition, arrange for inspection by
inspectors at the first opportunity. (Rev. 2-27-59)
Where wheels are overheated due to brakes sticking and after releasing
and cutting out the brake, a thorough examination of the overheated wheels
must be made and if any cracks are found in flange, tread, plate or hub, car
must be set out of the train.
Defective parts of equipment must, when possible, be loaded on engines
or cars from which removed, otherwise they must be placed a safe distance
from track. Superintendent Transportation must be notified as to disposition.
77.
So far as practicable and other duties permit, employes will
observe passing trains for defects and should there be any indication of
conditions endangering the train they must take necessary measures for its
protection.
Members of crew on moving trains will look for signals when passing other
trains and while passing stations, highway crossings where
watchmen are on duty and points where trackmen and other employes are working
and when practicable exchange hand signals with them
(Rev. 2-27-59)
A train must be stopped when it is observed with any of the following
defects or other indications of conditions endangering the train:
80.
Track cars will run as track car extras, in charge of drivers,
governed by rules and special instructions applying to track cars and by
the same rules and special instructions as apply to trains other than passenger
trains, except as otherwise herein provided. Track car extras
will be designated by the last four numerals of track car numbers. Rules 17 and
19 will not apply, but a white light to the front and a red light
to the rear of each track car must be displayed by night, and while passing
through tunnels.
Track car extras must sound warning signals upon approach to each highway
crossing at grade, and stop short of the crossing if it is not
clear for the movement.
On tracks governed by Block Signal System Rules, track car extras will run
without train orders by verbal permission of the operator in
charge of the portions of the track to be used. Operator must not permit track
car extras to enter and proceed on track of no assigned direction
nor enter a track of assigned direction and proceed against the current of
traffic unless so authorized by the Superintendent Transportation,
and then only when the portion of the track to be used is clear of opposing
trains and track car extras, and signals governing opposing
movements display Stop and their levers are blocked by standard blocking
devices.
On tracks governed by Manual Block Signal System Rules track car extras must
not enter a block at a block station without permission
of the operator in addition to block signal indication, nor at any other
location without first ascertaining the condition of the block. In the
application of Rule 317, opposing movements of track car extras within the
limits of a block may be permitted, under Permissive-block signal,
by the operator when authorized by the Superintendent Transportation, when the
movements are restricted to separate portions of the block.
A track car extra may follow a passenger train in the same block under
Permissive-block signal by permission of the operator who shall notify
the track car extra it is following a passenger train.
On tracks governed by Automatic Block Signal System Rules, Rules 551 to 570
inclusive do not apply to track car extras. In the application
of Rule 506 a following track car extra may be permitted by the
operatorHIJKLMNOPck occupied by other track car extras between adjacent
block stations or interlockings when notified by the operator to look out for
the other track car extras occupying the track without block signal
protection. Opposing movements of track car extras on a track between adjacent
block stations or interlockings may be permitted at Restricted
speed, by the operator when authorized by the Superintendent Transportation,
when the movements are restricted to separate portions of the
track between adjacent block stations or interlockings.
On tracks governed by Interlocking Rules, Rule 637 will apply to track car
extras.
Track cars will not operate spring switches.
Operator will not admit a one-man track car to a block which is occupied by
an approaching train, nor permit any train to enter a block
which is occupied by a one-man track car without instructions from the
Superintendent Transportation.
Burro cranes or cars of a similar type or construction will be governed by
the same Rules and Special Instructions that apply to the
movement of track cars.
Burro cranes will be designated as Burro crane extra, and other cars in a
like manner.
When detector cars are testing rail they will be governed by the same rules
and instructions that apply to track cars. In manual block signal
system territory, Rule 316 will apply to following movements, except track car
extras may follow detector car extras in the block under Permissive-block signal
when notified by the operator to look out for the detector car extra ahead.
82.
Time-table schedules, unless fulfilled, are in effect for twelve
hours after their time at each station.
Regular trains more than twelve hours behind either their scheduled arriving
or leaving time at any station lose both right and schedule,
and can thereafter proceed only as authorized by train order.
S-83.
A train must not leave its initial station on any region
nor a junction nor pass from one of two or more tracks to single track, until
it has been ascertained whether all trains due which are superior have arrived
or left.
Note--The manner in which information as to the arrival or departure of
trains due will be furnished, will be indicated by special instructions
on the time-table.
D-83.
A train must not leave its initial station on any region
nor a junction until it has been ascertained whether all superior trains due
have left.
Note--The manner in which information as tr e departure of trains due will
be furnished. will be indicated by special instructions on the time-table.
84.
A train must not start unless a proper indication to proceed has
been received by the engineman. The communicating signal will be
used to start a passenger train.
When communicating signal is inoperative and cannot be put in working
condition without detention, train may proceed after conductor
and engineman have an understanding as to how train is to be operated.
85.
Regular trains may pass other trains and extra trains may pass
and run ahead of extra trains.
86.
An inferior train must be clear at the time a superior train in
the same direction is due to leave the next station in the rear where time
is shown unless otherwise directed by train order or where Rule 251 or 261 is in
effect.
S-87.
An inferior train must keep out of the way of opposing
superior trains and failing to clear the main track by the time required by
rule must be protected as prescribed by Rule 99.
Extra trains must clear the time of opposing regular trains not less than
five minutes unless otherwise directed by train order and will be
governed by train orders with respect to opposing extra trains.
Note--Will not apply where Rule 261 is in effect.
S-88.
At meeting points between extra trains the train in the
inferior time-table direction must take the siding unless otherwise directed
by train order or where Rule 261 is in effect. The train must pull into the
siding when practicable; if necessary to back in, it must first be
protected as prescribed by Rule 99.
S-89.
At meeting points the inferior train must take the
siding and clear the time of the superior train not less than five minutes,
except
at schedule meeting points between trains of the same class, where the inferior
train must clear the main track before the leaving time of the
superior train.
The superior train must stop at schedule meeting points with trains of the
same class unless switch is properly lined and track clear. The
inferior train must pull into the siding when practicable; if necessary to back
in, it must first be protected as prescribed by Rule 99.
Note--Will not apply where Rule 261 is in effect.
92.
A train must not leave a station in advance of its schedule
leaving time.
Note--Where Rule 261 is in effect, or on two or more tracks where Rule 251
is in effect, a train may run in advance of its schedule time, except
at a station where it is scheduled to receive traffic and not otherwise
specified on the time-table.
S-93.
Within yard limits, movements not authorized by
timetable schedule or train order may be made on the main track by proper signal
indication or permission of the operator without protecting against extra trains
or engines.
Within yard limits, regular and extra trains are not required to provide
protection, except against regular trains.
Extra trains and engines must move within yard limits prepared to stop short
of other yard movements, trains and obstructions unless the
main track is known to be clear.
Yard Engines will not display markers except when passing block station,
thereby clearing the block.
Note--Yard limits will be indicated by yard limit boards. (Rev.
10-18-64)
D-93.
On portions of the railroad and within designated limits
so specified on the time-table, the main track may be used with the current
of traffic by proper signal indication or permission of the operator without
protecting against following movements on the same track. Within
these limits, trains and engines must move at Reduced speed, unless the track
ahead upon which the movement is to be made, is known to be
clear.
Note--Where block signal system rules are in effect "known to be clear"
includes when track is known to be clear by signal indication.
94.
A train or engine must not proceed on a signal displayed for a
preceding movement; however a train overtaking another train which
is stalled or requires assistance or a train called upon in emergency, in the
absence of other instructions, will render such assistance as may
be necessary after having a proper understanding with the train involved and
with the operator if the movement is to be made past a block
station, or interlocking.
When a train is coupled to or assisting a train ahead it will be considered
part of the train to which coupled so far as observing fixed signals
is concerned.
95.
Regular trains must be designated by both schedule and engine
number. They will be identified by engine number.
S-96.
A train must be informed by train order as to the number
of the engine on an opposing regular train; however if the engine number
is not received by train order, the identification will be made by a personal
conference between the conductors and enginemen of trains
involved.
A train will obtain from the operator the number of the engine on a superior
regular train in the same direction it is moving.
S-97.
Extra trains must not be run without train orders.
Note--Will not apply where Rule 261 is in effect. Where Rule 261 is in
effect signal indication or permission of the operator will be authority
for a train to run as an extra. When a train is to run as a Passenger Extra it
will be notified by operator unless otherwise specified on the time-table.
D-97.
Extra trains may be run without train orders.
Note--Signal indication or permission of the operator will be authority for
a train to run as an extra. When a train is to run as a Passenger Extra
it will be notified by operator unless otherwise provided on the time-table.
98.
Trains must approach the end of two or more tracks, junctions,
railroad crossings at grade, and movable bridges, prepared to stop unless
the switches are properly lined, signals indicate proceed, and track is clear.
Where required by law, trains must stop.
At a movable bridge, before a Clearance Card (Form C) or train order is
issued with signal in stop position, or a hand signal is given to
a train having received such train order for a movement over a movable bridge,
the operator or bridge tender must personally examine or have
knowledge from an authorized maintainer or Maintenance of Way representative
that the movable bridge is in place, with rails lining up
properly, locked and safe for train movements. Where smashboards are used they
must be secured in vertical position. Train must then not
exceed a speed of four miles per hour over movable bridge with any part of
train.
When movable bridges are not a part of an interlocking, they will be listed
on the station page of the time-table and, when necessary,
instructions governing movement over such movable bridge will be indicated by
time-table special instructions.
99.
When a train stops under circumstances in which it may be
overtaken by another train, a member of the crew must go back
immediately with flagging equipment a sufficient distance to insure full
protection, placing two torpedoes, and when necessary, in addition,
displaying lighted fusees.
When recalled and safety to the train will permit, he may return.
When conditions require, he will leave the torpedoes and a lighted fusee.
The front of the train must be protected in the same way when necessary.
When a train is moving under circumstances in which it may be overtaken by
another train, a member of the crew must take such action
as may be necessary to insure full protection. By night, or by day when the
view is obscured, lighted fusees must be dropped off at proper
intervals.
When day signals cannot be plainly seen, owing to weather or other
conditions, night signals must also be used.
Conductors and enginemen are responsible for the protection of their trains.
When a pusher engine is assisting a train, coupled behind the cabin car, and
the member of the crew that protects the rear end of the train
is riding in the cabin car, the requirements as to the use of fusees should be
met by dropping them off between the cabin car and pusher engine
on the track the train is using, and not between that track and an adjacent
track.
Note--When trains are operating under automatic block signal system rules,
the requirements of Rule 99 do not apply for following movements
on the same track. Note--When trains are operating under manual block
signal system rules, the requirements of Rule 99 will not apply for following
movements
on the same track where Rule 316 is in effect, except when required by train
order or timetable special instructions. (Rev. 10-18-64)
101.
Trains must be fully protected against any known condition not
covered by the rules which may interfere with their safe passage.
Any work on or adjacent to a track which may create a condition interfering
with the safe movement of trains at maximum authorized speed
or the use of derricks or other equipment which may foul adjacent tracks, must
not be attempted without permission of the operator. The
operator must secure authority from the Superintendent Transportation before
giving such permission. When such permission is obtained
protection against trains in both directions must be provided before the track
is obstructed, and trains approaching the obstruction must be
notified by train order.
Engine whistles must not be used to recall flagmen in such cases;
understanding must be had by the conductor and flagman as to which
tracks no longer need be protected.
102.
When a train is disabled or stopped suddenly by an emergency
application of the air brakes or other causes, adjacent track as well
as tracks of other railroads that are liable to be obstructed must be protected
at once in both directions until it is ascertained they are safe and
clear for the movement of trains.
In single or two track territory, when a train is equipped with an
oscillating red light on either engine or rear car and a sudden or severe
application of the brakes take place or an equipment failure occurs which may
obstruct adjacent tracks, the oscillating light or lights must be
turned on immediately.
Train approaching from either direction must stop and must not proceed until
it is ascertained that it is safe to do so.
103.
When cars are pushed by an engine and the conditions require, a
trainman must take a conspicuous position on the leading car; under
such circumstances if signals from the trainmen cannot be received by the engine
crew, the movement must be stopped immediately unless
a brake valve and an alarm whistle on the leading car are being used.
A stop must be made just prior to coupling to occupied passenger equipment.
When a train is shifting over a public crossing at grade not protected by a
watchman, gates or automatic highway crossing signals, a
member of the crew must protect the crossing in advance of each movement over
the crossing.
Cars left on tracks adjacent to a public crossing at grade must be placed as
far from the crossing as conditions will permit.
Before cars are moved on tracks where loading or unloading is done, trainmen
must see that persons working about the cars are warned,
and that transfer boards, if used, are removed.
Flying switches (or swinging of cars) should be avoided if practicable.
Such movements must not be made with cars containing live stock,
explosives, flammables, acid, chlorine gas or poison gas, nor with cars occupied
by persons except employes on duty, nor to tracks occupied
by such cars, nor to short tracks leading to trestles or buildings. Cars
occupied by passengers and cars placed on tracks occupied by such cars,
must be handled with air brakes in service. (Rev. 9-1-58)
104.
Conductors and flagmen are responsible for the position of
switches and derails used by them and their trainmen except where switch
tenders are stationed. Switches and derails must be properly lined after having
been used.
Non-interlocked switches and derails connected with main or secondary track
are in the normal position when lined for movement on the
main or secondary track involved, unless otherwise specified in the timetable.
A non-interlocked switch or derail improperly lined or defective, switch
lock missing, unlocked or defective, must be promptly reported
to the Superintendent Transportation.
Employes operating non-interlocked switches must examine the switch points
and know they fit the rail properly and where a derail is in
service, they must know it is in proper position before and after operating it.
A switch must not be left open for a following train or engine unless in
charge of a trainman of that train or engine.
When practicable, the engineman must see that the switches and derails
nearest the engine are properly lined.
A train or engine must not foul a track until switches and derails connected
with the movement are properly lined. While a train or engine
is waiting to cross from one track to another and during the approach or passage
of a train or engine on tracks involved, all switches and derails
must be secured in the normal position by latching and padlocking the throw
lever. Switches and derails must not be restored to normal
position until a movement is completed or clear of the track involved.
When a train or engine is on a siding or other track to be met or passed by
another train, or when a train iGHIJKLMNOPn track,
employes must not take position in the vicinity of the main track switch. Under
such circumstances employes should station themselves, when
practicable, on the side of the track opposite the switch stand or beyond the
clearance point.
Where trains or engines are required to be reported clear of a track, such
report must not be made until switch and derail have been secured
in normal position by latching and padlocking the throw lever.
Trains and engines must approach switches where switch tenders are stationed
prepared to stop clear of any switch or route unless signal
to proceed is received from switch tender.
A switch tender must not set a switch to divert an approaching train until
he is assured of its identity and that its speed does not exceed 15
miles per hour. (Rev. 9-1-58)
105.
A spring switch is marked by disc with white background and
black letters SS. Switch lamp will display green light in both directions
when switch is in normal position and red light in both directions when switch
is in reverse position or not properly lined
The normal position of a spring switch is specified in the time-table.
When trailing movement through spring switch (in springing position) is
stopped before movement is completed, slack must not be taken
or reverse movement made until switch has been reversed by hand.
After passing a Stop-signal, Rule 292, with proper authority, a
Stop-and-proceed signal, Rule 291, a Caution signal, Rule 285-A, or a yellow
distant switch signal, Rule 296, protecting a spring switch, movement shall not
be made over the switch until it has been operated by hand
to the proper position and switch points have been examined by a member of the
crew, unless a green light is displayed on the switch lamp.
The spring switch, if operated by hand, must be restored to and secured in
normal position by latching and padlocking the throw lever after
movement is completed.
Sand must not be used nor water allowed to run over a spring switch.
(Rev. 9-1-58)
106.
The conductor, engineman and pilot are responsible for the
safety of the train and the observance of the rules, and under conditions
not provided for by the rules, must take every precaution for protection.
This does not relieve other employes of their responsibility under the
rules. (Rev. 10-18-64)
107.
Trains must not pass between a passenger train receiving or
discharging traffic at a station and the platform at which the traffic is
being received or discharged.
Unless otherwise provided on the time-table or by train order, the conductor
and engineman of a passenger train receiving or discharging
traffic across tracks between their train and station platform, must see that
the traffic is protected against trains running on such tracks. When
the passenger train is a regular train making schedule stops on its assigned
track, or when it is known that other trains have been notified of
the stopping of the train at the stations where protection would otherwise be
required, protection against other trains is not required.
108.
In case of doubt or uncertainty the safe course must be taken.
109.
Messages or orders restricting the movement of trains or
concerning the condition of tracks, bridges or signals must be in writing.
Mile post numbers shall not be used in train orders, general orders or
instructions relating to train operation unless the mileage figures on
the station page of the time-table conform with the mile post locations on the
right-of-way of the portion of the railroad involved.
When mile post numbers are used in train orders, general orders or
instructions, they shall conform to numbered mile posts in the direction
shown on Station page of Time-Table.
110.
On Secondary tracks where Block Signal System Rules are not in
effect, trains and engines may proceed at Reduced Speed, on signal
indication, permission of employe in charge or in an emergency under flag
protection. Trains and engines will not protect against following
movements unless specified on the time-table.
111.
Unless otherwise specified on the time-table, trains and engines
using a siding must not exceed Restricted Speed and will not protect
against following movements.
A siding of an assigned direction must not be used in the reverse direction
without proper signal indication, authority of the employe in
charge, or in an emergency under flag protection.
112.
On a running track, movements may proceed at not exceeding
Restricted Speed, on signal indication, permission of employe in charge
or as specified on the time-table and in an emergency under flag protection.
Protection against following movements will not be provided
unless specified on the time-table.
113.
Movements on tracks other than main, secondary, running tracks
and sidings must not exceed Restricted Speed unless otherwise
specified on the time-table.
D-151.
Where two main tracks are in service, trains
must keep to the right unless otherwise provided on the time-table.
Where two or more main tracks are in service they shall be designated by
numbers and their use indicated by special instructions.
Except where Rule 261 is in effect, trains operated against the current of
traffic must be run with train orders and at speed specified on the
time-table and as further provided by Rule 98.
152.
When a train or engine crosses over to or obstructs a track
where block signal system rules are in effect, the movement must be
protected by the operator as provided by Rules 327 or 504, except where 605 is
in effect. (Rev. 10-18-64)
153.
When a train carrying mail is diverted from its regular track so
that mail cannot be caught from crane or delivered with safety, the
train must stop to receive or deliver the mail, and the trainmen give the
necessary assistance in the handling of mail.
201.
For movements not provided for by time-table, train orders will
be issued by authority and over the signature of the Superintendent
Transportation and only contain information or instructions essential to such
movements.
They must be brief and clear; in the prescribed forms when applicable; and
without erasure, alteration or interlineation.
Figures in train orders must not be surrounded by brackets, circles nor
other characters.
Except where Rule 261 is in effect, train orders will be issued to cover the
meeting of regular trains at scheduled meeting points.
Where switch numbers are used, only switches of sidings will be numbered,
No. 1 being the most eastward or northward switch, with the
numbers increasing towards the westward or southward.
When switch numbers are used in train orders, the word "Switch . . ." will
precede the name of the station.
202.
Each train order must be given in the same words to all employes
or trains addressed.
203.
Train orders must be numbered consecutively each day, beginning
at midnight.
Train orders used for slow orders or similar instruction shall be in effect
only a sufficient length of time to prepare general order unless
the length of time the restriction will be in effect is known and it would be
impracticable to provide a general order.
During the time such train orders are used, they should be re issued each
day, as soon as practicable after 12.01 A. M.
204.
Train orders must be addressed to those who are to execute them
naming the place at which each is to receive his copy. Those for
a train must be addressed to the conductor and engineman and also to any one who
acts as its pilot. A copy for each employe addressed and
for the engineman of each helping engine must be supplied by the operator.
Orders addressed to operators restricting the movement of trains must be
respected by conductors and enginemen the same as if addressed
to them.
Conductors and enginemen must show train orders, when practicable, to other
members of crew. Members of crew, when practicable, shall
remind conductor and engineman of the requirements of train orders. (Rev.
2-27-59)
The engineman of each engine taken on at a point where no train orders are
delivered to the train, must be advised by the conductor or train
engineman of all train orders, previously received, affecting the train in the
territory covered by the additional engine.
Note--When so indicated by special instructions on time-table, a copy of the
train order for the engineman of each helping engine pushing the
train need not be supplied.
205.
Each train order must be written in full in a book provided for
the purpose at the office of the Superintendent Transportation and with
it recorded the time and the signals which show when and from what offices the
order was repeated and the responses transmitted and the train
dispatcher's initials. These records must be made at once and never from memory
or memoranda.
206.
In train orders regular trains will be designated by schedule
and engine number as "No 10 Eng 798." Extra trains will be designated
by engine number and direction, as "Extra 798 'east' or 'west' ", for steam,
electric or diesel engines; "M U extra 798 'east' or 'west' ", for
multiple unit engines; "R C extra 798 'east' or 'west' ", for rail motor car;
and "T C extra 7981 'east' or 'west' ", for Track Car. For the
movement of an engine of another company the initials as well as the engine
number will be used.
Even hours as "10.00 A.M." must not be used in stating time in train orders.
In transmitting train orders by telegraph or telephone, time will be stated
in figures and duplicated in words.
In transmitting train orders by telephone, the names of stations must be
plainly pronounced and then spelled, letter by letter, thus: Aurora,
A-u-r-o-r-a; all numerals in the body of an order must first be plainly
pronounced and then spelled, thus: 1-0-5, o-n-e n-a-u-g-h-t f-i-v-e.
The letters duplicating names of stations and numerals will not be written
in the order book nor upon train orders, except time, which must
be duplicated in words.
When train orders are transmitted by telegraph, the train dispatcher must
underscore each word and figure in the body of the order at the
time it is repeated. When transmitted by telephone, he must write the order as
he transmits it and underscore as prescribed above.
When engine numbers are used in the address of train orders they must be
specified as follows:
Train orders issued to track cars must be addressed to Driver T C.
When two or more engines are coupled and a designation is made by engine
number, the number of the leading engine will be used in train
orders.
207.
To transmit a train order, the signal "19" followed by the
direction must be given to each office addressed, the number of copies being
stated if more or less than three--thus, "19, east, copy 2."
S-208.
A train order to be sent to two or more offices
must be transmitted simultaneously to as many of them as practicable. When not
sent simultaneously to all, the order must be sent first to the superior train.
The several addresses must be in the order of superiority of trains, each
office taking its proper address, and when practicable must include
the operator at the meeting or waiting point.
A train order must not be sent to a superior train at the meeting or waiting
point if it can be avoided. When an order is so sent, the fact will
be stated in the order and special precautions must be taken to insure safety.
D-208.
A train order to be sent to two or more offices
must be transmitted simultaneously to as many of them as practicable. When not
sent simultaneously to all, the order must be sent first to the superior train.
The several addresses must be in the order of superiority of trains, each
office taking its proper address.
209.
Operators receiving train orders must write or typewrite them in
manifold during transmission. When typewritten, capital letters must
be used. If the requisite number of copies cannot be made at one writing, they
must make others from the original copy and repeat to the train
dispatcher from the new copies each time additional copies are made. They must
retain a copy of each train order. The time, and "complete"
and the signature of the operator must be in his handwriting.
211.
When a "19" train order has been transmitted, unless otherwise
directed, operators must repeat it at once from the manifold copy in
the succession in which the several offices have been addressed. Each operator
receiving the order should observe whether the others repeat
correctly. When the order has been repeated correctly by an operator, the
response "complete," and the time, with initials of the Superintendent
Transportation, will be given by the train dispatcher. The operator receiving
this response will then write on each copy the word "complete,"
the time and his last name in full and must then effect delivery of the order to
the persons addressed.
When a "19" train order restricting the superiority of a train is issued for
it at the point where such superiority is restricted, the train must
be stopped before delivery of the order.
213.
"Complete" must not be given to a train order for delivery to an
inferior train until the order has been repeated by the operator who
receives the order for the superior train.
214.
When a train order has been repeated and before "complete" has
been given, the order must be treated as a holding order for the train
addressed but must not be otherwise acted on until "complete" has been given.
If the means of communication fails before an office has repeated an order,
the order at that office is of no effect and must be there treated
as if it had not been sent.
216.
For train orders delivered by the train dispatcher the
requirements as to the record and delivery are the same as at other offices.
217.
To effect delivery of a train order by telephone to a train, the
operator must give to the conductor, engineman or other employe
addressed, the complete train order including his own last name, except that he
will not give the "time complete" until the employe receiving
the order has repeated it to the operator correctly. The employe so receiving
the order must sign it as "Received by ----------", and then deliver
a copy to each person addressed.
The operator will show on his office copy of the train order the name of the
person to whom delivered by telephone and the time.
Train orders received by telephone, after being fulfilled, must be retained
and turned in with time cards at end of trip or day to be forwarded
to the Supervising Operator or other designated officer.
219.
An operator must not complete a train order for a train which
has passed beyond his jurisdiction.
220.
Train orders once in effect continue so until fulfilled,
superseded or annulled. Any part of an order specifying a particular movement
may be either superseded or annulled.
Orders held by, or issued for, or any part of an order relating to, a
regular train become void when such train loses both right and schedule
as prescribed by Rule 4 and 82, or its schedule is annulled.
When a conductor or engineman or both are relieved before the completion of
a trip, all train orders and instructions held must be delivered
to the relieving conductor or engineman. Such orders or instructions must be
compared by the conductor and engineman before proceeding.
221.
Unless otherwise provided on the time-table or by train order, a
fixed signal must be used at each train order office which shall
indicate Stop when there is an operator on duty, except when changed to Proceed
to allow a train to pass after receiving train orders or for
which there are no orders. A train must not pass the signal while Stop is
indicated.
When an order is to be delivered to a train at a train order office, the
fixed signal must be displayed at Stop for the track and in the direction
of the approaching train and a Train-order signal must be displayed in the place
provided for the purpose.
The operator must not clear these signals for an approaching train unless he
knows that the train is not the one to which orders are
addressed.
This combination of signals must be acknowledged by the engineman by two
short sounds of the engine whistle.
In delivering orders without stopping a train, the operator, after the
signal has been acknowledged, must leave the Train-order signal
displayed until the orders have been delivered, place the fixed signal at its
proper position and effect delivery of the orders together with a
message (Form C.T. 1250) showing orders delivered. The engineman's copies of
the orders and the message will be handed on the engine,
and the conductor's copies on the train.
When the Train-order signal is displayed, the speed of the train must be
reduced sufficiently to enable the operator to deliver the order.
If delivery is not effected on the engine the train must be stopped.
When train orders are issued that restrict the superiority of train
addressed at the point where they are to be delivered to the train, the fixed
signal at that point must remain at Stop until the orders are delivered.
Before a train order is issued to hold trains the fixed signal at the point
at which the trains are held must be displayed at Stop for the track
and in the direction of the approaching train and the operating lever blocked by
the standard blocking device.
When a slow order to be delivered to a train covers a portion of track close
to the train order office, the operator must stop the train before
delivering the order.
222.
Operators must promptly record the time of arrival and time of
departure of all trains and the engine number of regular trains and
report to the Superintendent Transportation such information as directed.
223.
The following signals and abbreviations may be used:
Initials for signatures of the Superintendent Transportation.
Such office and other signals as are arranged by the Superintendent
Transportation.
The usual abbreviations for the names of the months and authorized
abbreviations for stations.
Note--Forms with prefix "S" are for single track; those with prefix "D" are
for two or more tracks. The words and figures in italics in the forms
are examples indicating the manner in which the train orders are to be filled
out.
Combining Forms of Train Orders The train in the superior time-table direction will be the first named train
in the meet order.
No 5 Eng 983 meet extra 984 east at B.
Psgr extra 652 north meet extra 231 south at B.
No 1 Eng 981 meet No 2 Eng 982 at B No
4 Eng 984 at C and extra 95 east at D.
Trains receiving these orders will run with respect to each other to the
designated points and there meet in the manner prescribed by the rules.
The first named train will run ahead of the second named train between the
designated points.
If the second named train reaches the point last named before the other
arrives, it may proceed, keeping clear of opposing train as required
by the rules.
The regular train must not go beyond the point last named until the extra
train has arrived unless directed by train order to do so.
These orders give right to the train first named over the other train
between the points named. If the trains meet at either of the designated
points, the first named train must take the siding unless the order otherwise
prescribes.
This makes the schedule time of the train named, between the stations
designated, as much later as stated in the order, and any other train
receiving the order is required to run with respect to this later time as before
required to run with respect to the regular schedule time. The
time in the order should be such as can be easily added to the schedule time.
This makes the schedule time of the train named, between the stations
designated, as much later as stated in the order, and any other train
receiving the order is required to run with respect to this later time as before
required to run with respect to the regular schedule time. The
time in the order should be such as can be easily added to the schedule time.
The train or trains named must not pass the designated points before the
times given. Other trains receiving the order are required to run
with respect to the time specified at the designated points or any intermediate
station where schedule time is earlier than the time specified
in the order as before required to run with respect to the schedule time of the
train or trains named.
The train first named must not pass the designated point before the time
given unless the other train has arrived. The train last named is
required to run with respect to the time specified at the designated point or
any intermediate station where schedule time is earlier than the
time specified in the order as before required to run with respect to the
schedule time of the train first named.
The extra must go to F before returning to C.
These orders give the extra no right to occupy the main track between the
switches of a siding at the station last named.
When OPs desired that the extra continue beyond the entrance switch to the
siding at the station last named, the specific point must be
designated in the train order.
The work extra, whether standing or moving, protects itself against extra
trains within the working limits in both directions as prescribed
by the rules. The time of regular trains must be cleared.
This may be changed by adding:
The work extra will protect only against westward extra trains. The time of
regular trains must be cleared.
Protection against extra trains is not required. The time of regular trains
must be cleared.
When a work extra has been instructed by order to not protect against extra
trains, and afterward it is desired to have it clear or protect the
track for a designated extra, an order may be given in the following form:
Extra 76 east must not enter the working limits before 2.10 p m and will
then run expecting to find the work extra clear of the main track
or protecting itself as the order may require.
To enable a work extra to work upon the time of a regular train, the
following form will be used:
The work extra may work upon the time of the train or trains mentioned in
the order and must protect itself against such train or trains. The
regular train or trains receiving the order will run expecting to find the work
extra protecting itself.
When a work extra is to be given exclusive right over all trains, the
following form will be used:
This gives the work extra the exclusive right between the points designated
between the times named.
The working limits should be as short as practicable, to be changed as the
progress of the work may require.
Work extras must give way to all trains as promptly as practicable.
Whenever extra trains are run over working limits, they must be given a copy
of the order sent to the work extra. Should the working order
instruct a work extra to not protect against extra trains in one or both
directions, extra trains must protect against the work extra; if the order
indicates that the work extra is protecting itself against other trains, they
will run expecting to find the work extra protecting itself.
Note--Form S-H should not be used in automatic block signal system
territory. When used in manual block signal system territory, absolute
block protection must be provided.
When a train has been so held it must not proceed until the order to hold is
annulled or an order given to the operator in the form No 2 Eng
592 may go.
These orders will be addressed to the operator and acknowledged in the usual
manner except that the response "complete" must not be given
by the dispatcher until the operator has placed the fixed signal at Stop for the
track and in the direction of the approaching train at the point
at which the train is to be held.
The schedule annulled becomes void between the points designated and cannot
be restored.
Form K train order will not be combined with other forms of train orders.
If an order which is to be annulled has not been delivered to a train, the
annulling order will be addressed to the operator who will destroy
all copies of the order annulled but his own, and write on that:
Annulled by Order No ------------
An order which has been annulled must not be reissued under its original number.
Form S-M will be used only when that part of the order not annulled is clear
in its wording.
This order will be given by adding to prescribed forms the words "instead of
--------------."
An order which has been superseded must not be reissued under its original
number.
When a train is directed by train order to take siding for another train,
such instructions apply only at the point designated in that order and
do not apply to the superseding order unless so specified.
For use when train operating in direction for which traffic has been
established, is to return against the established direction of traffic to
block or interlocking station in the rear.
Under these orders the designated train must use the track specified between
the stations or points named.
A train must not be moved against the established direction of traffic until
holding orders have been issued and the track on which it is to
run has been cleared of opposing trains.
Note--Manual block signal system rules do not apply.
For use when train, operating in direction for which traffic has been
established, stops disabled between two block or interlocking stations
and helping engine is to be moved against the established direction of traffic
to assist disabled train.
For use when an engine is to move against the established direction of
traffic to assist disabled train standing between block or interlocking
stations.
Under these orders the designated train must use the track specified between
the stations or points named.
Before delivering these orders at a point where the interlocking signal is
also the block signal, the operator must know that the switches are
properly lined for the route indicated in the order and all signals governing
movements over routes that conflict with the route to be used,
display their most restrictive indication.
Note--Manual block signal system rules do not apply and Clearance Card (Form
C) cannot be used.
A train must not be moved against the current of traffic until holding
orders have been issued and the track on which it is to run has been
cleared of opposing trains.
Under these orders the designated train must use the track specified between
the stations named.
Before delivering these orders at a point where the interlocking signal is
also the block signal, the operator must know that the switches are
properly lined for the route indicated in the order and all signals governing
movements over routes that conflict with the route to be used,
display their most restrictive indication.
Trains addressed, receiving this order, will proceed as directed, prepared
to stop short of a train or obstruction, but not exceeding 15 miles
per hour.
Note--Example (1) for use only in emergency.
Before delivering these orders at a point where the interlocking signal is
also the block signal, the operator must know that the switches are
properly lined for the route indicated in the order and all signals governing
movements over routes that conflict with the route to be used,
display their most restrictive indication.
Trains addressed, receiving this order, will, unless otherwise instructed,
proceed at authorized speed, except that they must approach point
of obstruction prepared to stop and stop clear of obstruction unless hand signal
to proceed is received.
Note--Example (2) for trains operating under manual block signal system
rules when block is clear of trains but track is fouled by operation of
equipment on adjacent track.
Examples (1) and (2) of Form T must not be combined and Form T must not be
combined with other forms of train orders.
Requisites: All lights in fixed signals out of service under the following
orders, will be extinguished.
(*) Note--Insert Rule 316 or 317 which will not apply.
Trains receiving these orders will approach interlocking home signals and
non-interlocked facing switches prepared to stop.
( * ) Note--State reason for speed restrictions, also when speed-limit signs
cannot be installed immediately, add: speed-limit signs not in service.
Train addressed receiving this order will not exceed speed shown between
points designated.
( * ) Note--State reason for speed restrictions, also when speed-limit signs
cannot be installed immediately: add speed-limit signs not in service.
Trains addressed receiving this order will not exceed speed shown between
points designated.
251.
On portions of the railroad and on designated tracks so
specified on the time-table, trains will run with reference to other trains in
the same direction by block signals whose indications will supersede the
superiority of trains.
253.
The Superintendent Transportation must be advised in advance,
of any known condition that will delay the train or prevent it from making
usual speed.
254.
Except as affected by Rule 251 all Rules for Conducting
Transportation remain in force.
261.
On portions of the railroad and on designated tracks so
specified on the time-table, trains will be governed by block signals whose
indications will supersede the superiority of trains for both opposing and
following movements on the same track.
Note--Approved requisites for signal system, to provide control of trains
by signal indication in lieu of time-table authority and train orders, must
be observed.
262.
A train for which the direction of traffic has been established
must not move in the opposite direction without proper interlocking or manual
block signal indication or train order.
263.
The Superintendent Transportation must be advised in advance
of any known condition that will delay the train or prevent it from making
usual speed.
264.
Except as affected by Rule 261 all Rules for Conducting
Transportation remain in force.
Train Signals
It must be dimmed at night
(a) While passing through yards;
(b) Approaching stations at which stops are to be made or where trains
are receiving or discharging passengers;
(c) Approaching train-order signals, meeting point and when stopped;
(d) On two or more tracks approaching a train in the opposite direction;
(e) Approaching fixed signals when the view of the signal is improved
thereby.
It must be dimmed at night
(a) When standing;
(b) Approaching other movements and at stations;
(c) When visibility will be improved thereby.
When not provided with a headlight at the rear, a white light must be
displayed.
When pushing or pulling cars the headlight need not be displayed on end
of
engine next to cars.
Use of Signals
Note--Yellow flags and lights in lieu of Advance Speed-limit and
Speed-limit signs, and green flags and lights in lieu of Resume-speed signs may
be used when such signs are not immediately available.
Superiority of Trains
General Orders
Observation of Trains for Defects
Movement of Track Cars
Movement of Trains
Movement by Train Orders
Forms of Train Orders
In combining forms of train orders the following is example of combination which may properly be
used:
S-A
Fixing Meeting Points for Opposing Trains
B
Directing a Train to Run Ahead of Another Train
S-C
Giving Right over Opposing Train
E
Time Orders
at N until 9 59 nine fifty nine a m
at P until 10 30 ten thirty a m
at R until 10 55 ten fifty five a m.
S-E
G
Extra Trains
S-H
Work Extra
J
Holding Order
K
Annulling a Schedule
L
Annulling an Order
S-M
Annulling Part of an Order
S-P
Superseding an Order or a Part of an Order
R
Providing For a Movement Against the Established Direction of Traffic (Rules
261, 262, 263 and 264 in effect)
D-R
Providing for a Movement Against the Current of Traffic
T
Providing for a Movement in an Occupied Block
U
Providing for Substitution of Manual Block Signal System Rules for
Automatic Block Signal System Rules in Extended Emergencies
V
Speed Orders
SIGNAL RULES
Movement of Trains in the Same Direction by Block Signals
Opposing and Following Movement of Trains by Block
Signals
|
280
INDICATION--Proceed; for passenger trains, manual block clear; for
trains other than passenger trains, manual block clear outside yard
limits. NAME: Clear-block. |
|
281
WHEN FIG. A, A1, B, C, D, OR E IS INDICATION--Proceed. Name: Clear. |
|
282
WHEN FIG. A, A1, B, OR C IS INDICATION--Proceed approaching next signal at Medium speed. Name: Approach-medium. NOTE--Trains may proceed approaching next signal at not exceeding 45 miles per hour at signals displaying a yellow triangle outlined in black. |
283
WHEN FIG. A, AA, A1, OR B IS INDICATION--Proceed; Medium speed within interlocking limits. |
283A
 
WHEN FIG. A OR AA IS DISPLAYED CAB SIGNAL WILL DISPLAY INDICATION--Proceed at Medium speed prepared to stop at next signal.
Train exceeding Medium speed must at once reduce to that speed. Name: Medium-approach. Note. HTML is not fixed yet. It's the lower arm that flashes. -MDB |
284
WHEN FIG. A OR A1 IS INDICATION--Proceed approaching next signal at Slow speed. Train
exceeding Medium speed must at once reduce to that speed. Name: Approach-slow. |
285
WHEN FIG. A, A1, B, C, D OR E IS INDICATION--Proceed prepared to stop at next signal. Train
exceeding
Medium speed must at once reduce to that speed. Name: Approach. |
285 A
INDICATION--Train exceeding Medium speed must at once reduce to
that
speed. Where a facing switch is connected with the signal, approach
that
switch prepared to stop. Approach next signal prepared to stop. Name: Caution. |
287
WHEN FIG. A, B OR C IS INDICATION--Proceed; Slow speed within interlocking limits. Name: Slow-clear. |
288
WHEN FIG. A, AA, A1, B OR C IS INDICATION--Proceed prepared to stop at next signal. Slow speed
within
interlocking limits. Name: Slow-approach. |
289
INDICATION--Block occupied; for passenger trains, stop; for
trains
other than passenger trains, proceed prepared to stop short of a train
or obstruction, but not exceeding 15 miles per hour. NAME: Permissive-block. |
290
WHEN FIG. A, AA, A1, B, C, E OR F IS INDICATION--Proceed at restricted speed. Name: Restricting. |
291
WHEN FIG. A, AA, A1, B OR C IS INDICATION--Stop; then proceed at Restricted speed. Name: Stop-and-proceed. NOTE--Freight trains of 90 or more cars or having tonnage of 80 per
cent
or more of the prescribed engine rating may proceed at Restricted speed
without stopping at signals displaying a yellow disc on which is shown
the
letter "G" in black. |
292
WHEN FIG. A, AA, A1, B, C, E, G OR H IS INDICATION--Stop. Name: Stop-signal. |
|
293
NOTE--Yellow light to be placed next to track
governed.
INDICATION--Limit of the block. |
|
293A
INDICATION--Proceed prepared to stop at next Block-limit signal.
Train exceeding Medium speed must at once reduce to that speed.
Name: Approach block-limit. |
|
294
INDICATION--Orders. |
|
295
B> INDICATION--Switch closed, proceed. |
|
296
INDICATION--Switch open. Approach all switches connected with
the
signal prepared to stop short of the switches. |
|
SPEED SIGNS |
